Global Apollo KleanGas Solutions for Tomorrows Problems Today THE - - PowerPoint PPT Presentation

“ Solutions for Tomorrow’s Problems Today”

Global Apollo KleanGas

• The Power Plant operates as a Parallel System in a house, farm or commercial establishment

with the Lead Cobalt Battery supplying power directly to the DC to AC Inverter 24-hours a day and the Fuel Cell charging the battery. The battery can supply excess power to the grid during peak hours at the command of the electric utility company which controls this function.

• A Photovoltaic Cell operates in daylight hours and supplies power to a Battery Conditioner
• r an Electrolysis Unit for generating hydrogen. This is an optional device which may be

used to enhance the system operation.

• The Fuel Cell charges the battery at various rates of charge throughout the day and night,

but may be shut down part of the day and all night, as controlled by the M icroprocessor. It can also supply power to the grid during peak hours, by-passing the battery. It can supply heat for a continuous flow of hot water at 800C.

• A Silver Volt Electric Vehicle contains a Power Plant which may also supply power to the grid

during peak hours by plugging into a special receptacle.

• The Power Plant can be utilised in an infinite number of ways, depending on its size. Six

sizes, M odels 101-B, 102-C, 104-C, 115-C, 120.5-A and 127-C, have been designed so far to handle different situations for various customers. Other combinations of fuel cell and battery can be designed for other applications.

THE GLOBAL APOLLO KLEANGASPOWER PLANT

• One operating scenario for M odel 101-B is shown below. It supplies 51.6 kWh per day to a

large house and 48 kWh a day to the grid, for a total supply of 99.6 kWh. (Its maximum capacity is 276 kWh per day).

• Supply to large house:
• 100-amps x 1-hour

= 100 ampere hours

• 5-amps x 23 hours

= 115 ampere hours

• Total

215 ampere hours x 240 volts = 51.6 kWh

• Additional supply to the grid:
• 40-amps x 5 hours

= 200 ampere hours x 240 volts = 48.0 kWh

• 415 ampere hours = 99.6 kWh
• Average charging rate for Fuel Cell when charging battery:
• 19-amps x 24 hours x 288-volts (on-charge battery voltage) = 131.33 kWh
• To replace 415 ampere hours: 415 + 41 = 456 a.h. [456 a.h. x 288-volts= 131.33 kWh]
• DAILY FUEL CONSUM PTION FOR FUEL CELL IS 131.33 kWh IN THIS EXAM PLE AND CAN BE

SUPPLIED BY VARIOUS FUELS AS SHOWN ON THE FOLLOWING PAGES.

• M ODEL 101-B COULD SUPPLY UP TO 276 kWh OF POWER PER DAY.

Residential M odel

• Application: 24-Hour Power Supply for Home, Farm or Commercial Establishment for Heating, Lighting and operation of Appliances

independent of outside power line (utility grid) supplied by electric utility company. Will operate an 8-HP AC Electric M otor on a continuous 24-hour basis.

• Specification of Power Plant
• Lead Cobalt Battery. 240-volt @ 300-amps 1/ C -- 72 kWh Battery supplies power to Inverter.
• Fuel Cell. 342-volts open circuit (360 cells @ 0.95 volts/ cell). 288-volts (@ 0.8 volts per cell) under 19-amp load = 5.47 kW. Fuel

cell charges battery at 288-volts @ 19-amps.

• M aximum Heating & Lighting Energy: 5.47 kW x 24-hours = 131 kWh x 30 days = 3,930 kWh.
• DC to AC Inverter for supplying power to

72.00 kW

• Overload protection for one minute 600 amps @240 volts 144 kW
• Input from battery: 288 VDC, 19-amps --

5.47 kW

• Output:

240 VAC, 50/ 60 Hertz, 21.6-amps -- 5.200 kW

• 230 VAC, 50/ 60 Hertz, 22.6-amps -- 5.200 kW
• 120 VAC, 50/ 60 Hertz, 43.3-amps -- 5.200 kW
• M icroprocessor for control of entire system.
• Cable, conduit, plumbing, sensors, cabinets for system integration
• FOB Factory
• Hydrogen Generation Equipment

Cabinet on left will house 26.4 kWh Lead Cobalt Battery (240-volts @ 110-amps l/ C) Cabinet in center will house 15.8 kW Fuel Cell (288-volts @ 0.8 volts/ cell under 55-amp load) Cabinet on right will house DC to AC Inverter, M icroprocessor and M iscellaneous Equipment Output: 240 VAC, 50/ 60 Hertz, 62.7- amps 230 VAC, 50/ 60 Hertz, 65.4- amps 120 VAC, 50/ 60 Hertz, 125.4- amps One- minute power surge: 330.0-amps @ 288-volts Fuel Cell can be shut down at night while battery continues to operate the system

• Required equipment for back-up Power Plant:
• Lead Cobalt Battery. 240 volts @360 amps 20/ C – 86.40 kWh
• One-minute power surge: 1,440 amps. Battery supplies power directly to Inverter.
• Fuel Cell. 288 volts (303 cells @ 0.95 volts/ cell) @180-amps – 51.84 kW
• DC to AC Inverter, Grid-Tie, for supplying power to load.
• Input from battery (continuous): 360 VDC, 360 amps -- 86.400 kW
• One minute surge power: 1,440-amps @ 240 volts 345.600 kW
• Output:

240 VAC, 50/ 60 Hertz, 216 amps -- 51.840 kW

• 230 VAC, 50/ 60 Hertz, 225.39 amps -- 51.840 kW
• 120 VAC, 50/ 60 Hertz, 432 amps --

51.840 kW

• M icroprocessor for control of entire system. Grid feedback controlled by utility company.
• Cable, conduit, plumbing, hydrogen sensors, cabinets for system integration.
• Per Power Plant
• Price FOB Factory -- For 4 Power Plants

US$147,531

• For 300 Power Plants

US$ 118,519 For 5,000 Power Plants US$ 94,258

• For 200,000 Power Plants

US$ 67,600

• Water Electrolyser

• Summary of technical possibilities,

Global Projections, Ammonia Fuel

• The use of ammonia as hydrogen

source for alkaline fuel cells with circulating liquid electrolyte was already

• demonstrated with low-cost crackers

built in 2000. Figure 1 shows the diagram of an AFC system with an

• ammonia cracker. Figure 2 shows a

picture of an operating system. We discuss and model the use of ammonia

• and crackers together with alkaline

fuel cells, analyzing the gains in efficiencies and in savings by using lowcost

• accessories and offering green house

environmental advantages. The immediate commercial global

• availability is emphasized. Several

companies in USA and the European Union continue to develop alkaline

• fuel cells (AFCs) with liquid

electrolyte for mobile and stationary

• applications. At the University of

Technology

• Graz, Austria, the Union Carbide
• Corp. Fuel Cell System has been

improved in power output and life in

• n-off

• In recent Automobile-Hybrid Systems, the combined operation with batteries has been emphasized in order

to

• reduce the size and cost of fuel cells and improve their peak performance. The key questions still remains:
• Where should the hydrogen come from and how should it be stored and transported. To solve this urgent
• question of the fuel supply, the use of ammonia as hydrogen source for alkaline fuel cells was demonstrated

at

• the University of Technology Graz in cooperation with Apollo Energy Systems, Inc. (AES Inc.) in Florida.
• The AFC’s of AES Inc. optimally operate at a temperature around 70 deg C, with a liquid circulating alkaline
• electrolyte which also serves as heat- and water management system. The operation is essentially at
• atmospheric pressure of hydrogen and air. As needed, the hydrogen is produced by an Ammonia Cracker
• System on demand. Important for this fuel cell set-up which avoids any amount of hydrogen in storage or
• transportation, is also the operation as a hybrid with a rechargeable battery in parallel. It takes care of peak
• performance requirements and delays after shut down and restarting. A new ammonia cracker (Pat. appl.

for)

• operates very efficiently at temperatures which make it possible to build it from low cost steel components.
• Commercial liquid ammonia, which is stored in low pressure tanks, can be delivered by existing international
• and national ammonia networks and therefore, a global hydrogen carrier infrastructure is already well
• established. The safety aspects of ammonia are commercially established (ice-rinks, refrigerator industry,
• fertilizer). The global production of ammonia steadily increases with the world population.

• A global distribution for H2-fuel can be guaranteed by using ammonia which is produced in

quantities of

• hundreds of million tons per year and is distributed by boats, tank cars and even pipelines. There is no

problem

• with gas stations if ammonia will be distributed to the customers in liquefied form like propane, in

low-pressure

• exchangeable tanks, for heating or for farm and recreation vehicles.
• distribution station. The distribution at “gas stations”, like e.g. propane, can be proposed without

building

• costly electrolyzing stations, supplying liquefied hydrogen or using highly pressurized hydrogen.

Investigations

• have been started in Florida and California, they may lead to factual demonstrations by auto

companies (e.g.

• SM ART). At AES Inc., preparations for a production of different types of ammonia crackers have been

started.

• System studies, modelling of cell stack configurations and designs of Balance of Plant (BOP)

accessories are

• made. The goal is a high speed mass production at a reasonable cost, getting down to a few $ 100 per

kW, for

• electric vehicles even lower. To use low-cost ammonia crackers with PEM-FC’s, an additional NH3

trace

• cleaner is required. However, the high temperature SOFC Systems need no cracker, they can operate
• n NH3
• directly. Cracker systems can be completely electrically heated for simplicity reasons. However, for

fuel cell

• system-cracker combinations it is desired to use the exhaust from the fuel cell to participate in

heating the

• cracker. For such a more efficient combination a hydrogen enrichment step is required.

• Ammonia - A high energy density, inexpensive fuel
• Ammonia tends to follow natural gas prices (which are approaching record levels now). Ammonia is a

zero

• carbon fuel that can generate hydrogen in a simple, cheap reactor. Ammonia is 17.5% by weight

hydrogen.

• It has a higher hydrogen density (~6.56 lb/ ft3) than liquid hydrogen (~ 4 lb/ ft3). Domestic production

is about 20

• million tons per year. Presently in the USA, the cost of ammonia is higher than natural gas, but

considering

• different shipping ports and larger quantities it can become competitive, considering its use in fuel

cell cracker

• systems offering a higher energy conversion efficiency than combustion engines.
• About 140 M M Tons are produced annually, and farmers, both in the US and in third world countries,

routinely apply it directly to the

• soil as a fertilizer. Its range of flammability is so narrow that it is classified as non-flammable by the

DOT.

• It was used as a fuel in the X15 rocket plane. Ammonia is also catalytically decomposed to produce a

reducing

• gas for treating metals and it is the most widely used industrial refrigerant..

• Internal combustion engines
• can operate on cracked ammonia with no reduction in power, ideal for telecommunications,

emergency and

• remote site applications. Several AES fuel cell stacks have operated on ammonia cracker effluent.

Ammonia is

• a severe poison to PEM cells and great care must be taken to eliminate all traces of ammonia from

the cracker

• effluent. A fuel cell system operating at 80 % hydrogen utilization could supply the effluent low

hydrogen nitrogen

• mix to the burner of the ammonia cracker, preferably using a low-cost membrane type diffusion

based

• H2-enrichment step (a low-cost simple method is under development at the TU-Graz).
• Ammonia as competitive Hydrogen Carrier and Fuel Source
• Ammonia has been identified as a suitable hydrogen carrier. Ammonia is essentially non flammable

and is

• readily obtained and handled in liquid form. It contains 1.7 times more hydrogen than liquid hydrogen

for a

• given volume. Ammonia therefore offers significant advantages in cost and convenience as a

vehicular fuel.

• Procedures for safe handling have been developed in every country. Facilities for storage and

transport by

• barges, trucks and pipelines from producer to ultimate consumer are available throughout the world.

Therefore

• liquid anhydrous ammonia is an excellent storage medium for hydrogen. Compared with

methanol/ water mixes,

• the fuel capacity per weight of ammonia is higher and the price per kW/ hr is far lower.

• References:
• Graz &AES: AFCs, Hybrids, NH3 (1-6) Div. Authors (7-9) 2004 : (10–12)
• 1 K. Kordesch and G. Simader, Fuel Cells and their Applications,
• VCH and Wiley, 1996
• 2. K. Kordesch, J. Gsellmann, M . Cifrain, R.R. Aronsson, Revival of AFC Hybrid Systems for Electric Vehicles,
• Fuel Cell Seminar, Palm Springs, Nov. 1998, Palm Springs, 1998
• 3. G. Faleschini, V. Hacker, M .M uhr, K. Kordesch, R.R. Aronsson, Ammonia for high density hydrogen storage,
• Fuel Cell Seminar, Oct.30- Nov.2, 2000, Portland, Oregon, pp.336-339
• 4 K. Kordesch, V. Hacker, M . Cifrain, et al. Fuel Cells with Circulating Electrolytes and their advantages for
• AFCs and DM FCs, 39th Power Sources Conf. Cherry Hill, NJ, June 12-15, 2000.
• 5 K. Kordesch, V. Hacker, G. Faleschini, G. Koscher, M .Cifrain: Ammonia as Hydrogen Source for an AFC–
• Battery Hybrid System, Fuel Cell Seminar, M iami Beach, FL, Nov. 3 – 6, 2003.
• 6 V. Hacker and K. Kordesch, Ammonia Crackers, in Handbook of Fuel Cells, Volume 3, Part 2, pp. 121 – 127,
• Editors: W. Vielstich et al., John Wiley & Sons, Ltd., Chichester, 2003
• 7 P.N. Ross Jr., “Characteristics of an NH3 – air fuel cell system for vehicular applications“ , Proc.16th
• Intersoc.Eng. Conf. 1981, pp. 726-733
• 8 Ian W. Kaye, David P. Bloomfield, “Portable Ammonia powered Fuel Cell”, Power Source Conf., Cherry
• Hill, pp. 408-809, 1998
• 9 David P. Bloomfield, Ammonia Hydrogen Source & Carrier, 41st Power Sources Conf., Philadelphia 2004 (Analytic

Power, LLC, PO Box 284, Boston, M A 02116).

• 10 Progress of new AFC Research in Europe, Report from the 1st European Workshop on AFCs (EWAFC),
• German Aerospace Center, Stuttgart, Germany, Nov. 15 - 16, 2004
• 11 K. Kordesch at al., F.C. Seminar, San Antonio, Texas, November 2004
• 12 K. Kordesch et al., 41st P. S. Conference in Philadelphia, June 2004

• Fig. 2: AFC Battery Hybrid with circulating electrolyte and Ammonia Cracker

(Ref. 12) Figure 1. Combination of an AFC-System and an Ammonia Cracker HV: Cracker Design by High Voltage Institute, TU - Graz, AVL: System Simulation by AVL-List GmbH, Graz, Austria

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